A shuttle vehicle travel lateral drive mechanism

Abstract

The utility model discloses a kind of shuttle car advancing lateral drive mechanism, comprising: multiple groups of lateral drive wheel being installed below the shuttle car, the first drive component of drive lateral drive wheel;Laid guide rail of guiding shuttle car moving track, lateral drive wheel side edge and guide rail are in contact;The utility model realizes dynamic control of wheel cover stiffness by using the magnetic field response characteristic of soft magnetic particle: when shuttle car passes through curve, control module is based on path identification signal, i.e. Through the preset curve information, control magnetic control component to weaken magnetic field, make soft magnetic particle in inner cavity liquefaction, completely eliminate curve slip and stress concentration;After entering straight, control module synchronously enhances magnetic field, and soft magnetic particle is solidified, and wheel cover hardness is improved, effectively inhibits high-frequency vibration and ensures positioning accuracy. The mechanism breaks the vicious cycle of curve slip-straight vibration-rail fatigue from the physical level, converts the instantaneous stress of path switching point into controllable elastic deformation.

Description

Technical Field

[0001] This utility model relates to a lateral drive mechanism for a shuttle vehicle, belonging to the field of shuttle vehicle technology. Background Technology

[0002] In automated storage and retrieval systems (AS / RS) and intelligent logistics sorting systems, shuttle vehicles, as the core handling units, need to frequently switch between straight and curved tracks along pre-set guideways to achieve precise positioning and efficient transfer of goods. Their lateral drive mechanism directly determines their stability and path adaptability. Especially in dense storage environments, frequent straight-to-curved transitions place stringent requirements on wheel-rail fit accuracy and dynamic response.

[0003] Existing shuttle lateral drive mechanisms generally use elastic wheel sleeves with fixed hardness, such as polyurethane material. Their stiffness cannot be dynamically adjusted with the path, which leads to weak lateral grip when traveling on curves due to insufficient elasticity of the wheel sleeves, easily causing slippage and wear of the guide rails.

[0004] This problem further exacerbates the straight-track operating conditions. The instantaneous stress concentration accumulated due to the slippage on the curve causes the wheel sleeve to become unbalanced on the straight track, inducing high-frequency vibration and positioning deviation. The vibration, in turn, accelerates the fatigue of the wheel-rail interface, which in turn exacerbates the failure of grip on the curve, thus forming a vicious cycle. The fixed stiffness design makes it impossible to buffer the stress at path switching points, such as the entrance to the curve, leading to a surge in equipment maintenance costs and posing a derailment safety hazard. Utility Model Content

[0005] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a lateral drive mechanism for shuttle vehicle travel, so as to solve the problems of the existing technology.

[0006] To achieve the above objectives, this utility model is implemented through the following technical solution:

[0007] A lateral drive mechanism for a shuttle vehicle includes: multiple sets of lateral drive wheels mounted below the shuttle vehicle, and a first drive assembly for driving the lateral drive wheels;

[0008] A guide rail is laid to guide the movement of the shuttle, and the side of the lateral drive wheel is in contact with the guide rail;

[0009] The lateral drive wheel includes a rotating shaft connected to the first drive assembly, a hub fixedly installed below the rotating shaft, and a wheel sleeve covering and sealing the outer side of the hub. The wheel sleeve has several sets of inner cavities, and the inner cavities are filled with soft magnetic particles.

[0010] A magnetic control assembly is installed below the shuttle vehicle, and the magnetic control assembly is located above the wheel sleeve;

[0011] The control module is electrically connected to the first drive component and the magnetic control component. When the shuttle car passes through a curve, the control module controls the magnetic control component to reduce the magnetic field, causing the soft magnetic particles to liquefy and improving the elasticity of the wheel sleeve.

[0012] As the shuttle travels along a straight path, the control module controls the magnetic control component to increase the low magnetic field, causing the soft magnetic particles to solidify internally and increasing the hardness of the wheel sleeve.

[0013] As a further improvement, the first drive component is a drive motor fixedly installed inside the shuttle, and the output end of the drive motor is provided with a positioning plate, through which a magnetic control component is installed.

[0014] As a further improvement, the magnetic control assembly includes an electromagnet ring and a magnetic control module for controlling the magnetic field strength of the electromagnet ring. The electromagnet ring is fixedly installed on the positioning disk and is located directly above the wheel sleeve. The magnetic control module is electrically connected to the control module.

[0015] As a further improvement, the wheel sleeve includes an inner ring fixedly connected to the wheel hub and a partition plate separating the inner cavity.

[0016] As a further improvement, the thickness of the edge of the separator is greater than the thickness of the middle part, and the soft magnetic particles abut against the separator.

[0017] As a further improvement, the soft magnetic particles include an internally filled magnetorheological fluid and a rubber outer layer that seals and covers the magnetorheological fluid.

[0018] As a further improvement, the diameter of the soft magnetic particles is 1-2 mm.

[0019] As a further improvement, the critical magnetic field strength for liquefaction inside the soft magnetic particles is zero magnetic field or extremely low magnetic field, and the critical magnetic field strength for solidification-like formation inside the soft magnetic particles is 0.1T-0.5T.

[0020] Beneficial effects:

[0021] This invention achieves dynamic control of wheel sleeve stiffness by utilizing the magnetic field response characteristics of soft magnetic particles: When the shuttle travels through a curve, the control module, based on path recognition signals (i.e., preset curve information), controls the magnetic control component to weaken the magnetic field, causing the soft magnetic particles inside the cavity to liquefy. This significantly reduces the elastic modulus of the wheel sleeve, enhancing lateral contact with the guide rail and completely eliminating curve slippage and stress concentration. Upon entering a straight section, the control module simultaneously strengthens the magnetic field, causing the soft magnetic particles to solidify and increasing the wheel sleeve hardness, effectively suppressing high-frequency vibration and ensuring positioning accuracy. This mechanism physically breaks the vicious cycle of curve slippage-straight-rail vibration-guide rail fatigue, transforming the instantaneous stress at the path switching point into controllable elastic deformation.

[0022] In addition to pre-entering specific information about curves and straight sections, onboard sensors can be deployed, and the control module can pre-load guide rail topology data. During operation, the onboard sensors analyze position information in real time. When a curve curvature threshold is detected, such as a radius <2m, the current of the magnetic control component is automatically reduced to weaken the magnetic field; upon entering a straight section, the curvature approaches zero, and the current is increased to strengthen the magnetic field. No manual intervention is required throughout the process; only periodic calibration of the magnetic field parameters is needed, resulting in a highly integrated operation and maintenance system.

[0023] A single wheel assembly simultaneously meets the conflicting requirements of a 35% increase in high elasticity grip on curves and a 60% reduction in high stiffness vibration amplitude on straightaways, avoiding performance compromises in traditional designs.

[0024] The wear rate at the wheel-rail interface is reduced by more than 40%, the wheel sleeve life is extended by 50%, and the risk of derailment is significantly reduced.

[0025] The path switching response time is less than 50ms, the system throughput efficiency is improved by 25%, and it is suitable for millisecond-level accurate positioning in high-density logistics scenarios.

[0026] Compared to existing technologies, traditional fixed-stiffness wheel sleeves, such as those made of polyurethane, cannot respond to sudden changes in path due to their static characteristics. This inevitably leads to a loss of grip on curves and vibration on straightaways, resulting in high maintenance costs and a fixed efficiency bottleneck. This solution replaces passive materials with active magnetic control, upgrading the wheel sleeve from a functionally limited, constant-stiffness type to an intelligent, adjustable core execution unit. Without increasing mechanical complexity, it achieves a qualitative leap in path adaptability. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0028] Figure 1 This is a three-dimensional structural diagram of a shuttle vehicle's lateral drive mechanism, viewed from below.

[0029] Figure 2 yes Figure 1 Enlarged structural diagram at point A in the middle.

[0030] Figure 3 This is a top-down view of the internal structure of the side drive wheel.

[0031] Figure 4 This is a schematic diagram of the internal structure of soft magnetic particles.

[0032] Figure 5 This is a schematic diagram of the three-dimensional structure of the positioning disc.

[0033] Figure 6 This is a schematic diagram of the connection of a lateral drive mechanism module for a shuttle vehicle.

[0034] 1. Shuttle; 2. Lateral drive wheel; 21. Guide rail; 3. Rotating shaft; 31. Wheel hub; 32. Wheel sleeve; 321. Inner cavity; 322. Soft magnetic particles; 323. Magnetorheological fluid; 324. Rubber sleeve; 4. Drive motor; 41. Positioning plate; 42. Electromagnetic ring; 43. Magnetic control module; 44. Inner ring; 45. Separator; 5. Control module; 6. On-board sensor. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model. Therefore, the following detailed description of the embodiments of this utility model provided in the accompanying drawings is not intended to limit the scope of the claimed utility model, but merely represents selected embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0036] In the description of this utility model, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "multiple" means two or more, unless otherwise explicitly specified.

[0037] Reference Figure 1-6 As shown, a lateral drive mechanism for a shuttle 1 includes: multiple sets of lateral drive wheels 2 installed below the shuttle 1, and a first drive assembly for driving the lateral drive wheels 2;

[0038] A guide rail 21 is laid to guide the movement of the shuttle 1, and the side of the lateral drive wheel 2 is in contact with the guide rail 21;

[0039] The lateral drive wheel 2 includes a rotating shaft 3 connected to the first drive assembly, a hub 31 fixedly installed below the rotating shaft 3, and a wheel sleeve 32 covering and sealing the outer side of the hub 31. The wheel sleeve 32 has a plurality of inner cavities 321 inside, and soft magnetic particles 322 are filled in the inner cavities 321.

[0040] A magnetic control assembly is disposed below the shuttle 1, and the magnetic control assembly is located above the wheel sleeve 32;

[0041] Control module 5 is electrically connected to the first drive component and the magnetic control component. When the shuttle car 1 passes through a curve, the control module 5 controls the magnetic control component to reduce the magnetic field, so that the soft magnetic particles 322 are liquefied inside, thereby improving the elasticity of the wheel sleeve 32.

[0042] When the shuttle car 1 travels on a straight road, the control module 5 controls the magnetic control component to increase the low magnetic field, causing the soft magnetic particles 322 to solidify inside, thereby increasing the hardness of the wheel sleeve 32.

[0043] The stiffness of the wheel sleeve 32 is dynamically adjusted by utilizing the magnetic field response characteristics of the soft magnetic particles 322: When the shuttle 1 travels through a curve, the control module 5, based on the path recognition signal (i.e., the preset curve information), controls the magnetic control component to weaken the magnetic field, causing the soft magnetic particles 322 inside the cavity 321 to liquefy, significantly reducing the elastic modulus of the wheel sleeve 32, enhancing the lateral fit with the guide rail 21, and completely eliminating curve slippage and stress concentration; after entering the straight section, the control module 5 simultaneously strengthens the magnetic field, causing the soft magnetic particles 322 to solidify, increasing the hardness of the wheel sleeve 32, effectively suppressing high-frequency vibration and ensuring positioning accuracy. This mechanism physically breaks the vicious cycle of curve slippage-straight-track vibration-guide rail 21 fatigue, transforming the instantaneous stress at the path switching point into controllable elastic deformation.

[0044] In addition to pre-entering specific information about curves and straight sections, the system can also deploy onboard sensors 6 and control module 5 to pre-load topology data of guide rail 21. During operation, the onboard sensors 6 analyze position information in real time. When a curve curvature threshold is detected, such as a radius < 2m, the current of the magnetic control component is automatically reduced to weaken the magnetic field; after entering a straight section, the curvature approaches zero, and the current is increased to strengthen the magnetic field. No manual intervention is required throughout the process; only periodic calibration of the magnetic field parameters is needed, making operation and maintenance highly integrated.

[0045] A single wheel sleeve with 32 components simultaneously meets the conflicting requirements of a 35% increase in high elasticity grip on curves and a 60% reduction in high stiffness vibration amplitude on straightaways, avoiding performance compromises in traditional designs.

[0046] The wear rate at the wheel-rail interface is reduced by more than 40%, and the life of wheel sleeve 32 is extended by 50%, significantly reducing the risk of derailment;

[0047] The path switching response time is less than 50ms, the system throughput efficiency is improved by 25%, and it is suitable for millisecond-level accurate positioning in high-density logistics scenarios.

[0048] Compared with existing technologies, traditional fixed-stiffness wheel sleeves 32, such as those made of polyurethane, cannot respond to sudden changes in path due to their static characteristics. This inevitably leads to a loss of grip on curves and vibration on straightaways, resulting in high maintenance costs and a fixed efficiency bottleneck. This solution replaces passive materials with active magnetic control, upgrading the wheel sleeve 32 from a functional limitation of constant stiffness to an intelligent and adjustable core execution unit. Without increasing mechanical complexity, it achieves a qualitative leap in path adaptability.

[0049] As a further improvement, the first drive component is a drive motor 4 fixedly installed inside the shuttle 1. The output end of the drive motor 4 is provided with a positioning disk 41, through which a magnetic control component is installed.

[0050] The magnetic control assembly includes an electromagnet ring 42 and a magnetic control module 43 for controlling the magnetic field strength of the electromagnet ring 42. The electromagnet ring 42 is fixedly installed on the positioning disk 41 and is located directly above the wheel sleeve 32. The magnetic control module 43 is electrically connected to the control module 5.

[0051] The integration of the drive motor 4 output end with the positioning disk 41 to mount the magnetic control component stems from addressing the position drift problem of existing magnetic control systems under dynamic operating conditions. Traditional magnetic control components are independently suspended from the vehicle body and are susceptible to high-frequency vibrations of the shuttle 1, causing the relative position of the electromagnet ring 42 and the wheel sleeve 32 to shift, resulting in uneven magnetic field distribution. This directly causes inaccurate response of the soft magnetic particles 322: insufficient magnetic field attenuation during curves limits the elasticity of the wheel sleeve 32, exacerbating lateral slippage; and insufficient magnetic field reinforcement during straight sections leads to insufficient stiffness of the wheel sleeve 32, inducing vibration accumulation.

[0052] The electromagnet ring 42 is rigidly coupled to the output shaft of the drive motor 4 via the positioning disk 41, ensuring that the electromagnet ring 42 is always precisely aligned with the center of the wheel sleeve 32. During operation, the control module 5, based on the data from the curvature sensor of the guide rail 21, instructs the magnetic control module 43 in real time to adjust the current of the electromagnet ring 42: during curves, the current is reduced to weaken the magnetic field, and the soft magnetic particles 322 liquefy to enhance the elasticity of the wheel sleeve 32, ensuring the fit of the guide rail 21; during straight sections, the current is increased to strengthen the magnetic field, and the soft magnetic particles 322 solidify to increase the hardness of the wheel sleeve 32, suppressing vibration. The mechanical synchronization of the positioning disk 41 eliminates the magnetic field offset caused by vibration, shortening the magnetic field switching response time to within 20ms, and improving the stiffness adjustment accuracy of the wheel sleeve 32 by 45%.

[0053] The constant axial alignment of the electromagnet ring 42 and the wheel sleeve 32 avoids the need for periodic calibration in traditional installations, improves magnetic field uniformity by 60%, and directly eliminates grip fluctuations and positioning misalignments caused by positional deviations. In dense logistics scenarios, it improves the efficiency of lateral force transmission on curves by 30%, reduces vibration amplitude on straight tracks by 50%, and extends equipment maintenance cycles by 40%, providing a stable and reliable path adaptation foundation for high-throughput automated warehousing.

[0054] As a further improvement, the wheel sleeve 32 includes an inner ring 44 fixedly connected to the wheel hub 31 and a partition plate 45 separating the inner cavity 321, with the soft magnetic particles 322 abutting against the partition plate 45.

[0055] As a further improvement, the edge thickness of the separator 45 is greater than the center thickness.

[0056] The wheel sleeve 32 is rigidly fixed to the wheel hub 31 by an inner ring 44, and a partition plate 45 is provided to separate the inner cavity 321, which aims to solve the problem of sealing failure of the inner cavity 321 in the existing structure during the dynamic stiffness switching process.

[0057] Because the traditional separator 45 has a uniform thickness, it is prone to developing micro-cracks in the edge area under the alternating stress of the elastic deformation curve of the wheel sleeve 32 and the rigid solidification straight section. This can lead to leakage of soft magnetic particles 322 or connection of the inner cavity 321. This directly causes distortion of the magnetic field response: uneven particle distribution in the curve section results in insufficient elasticity enhancement of the wheel sleeve 32 and a decrease in lateral grip; particle loss in the straight section leads to a decrease in the hardness of the wheel sleeve 32, failure of vibration suppression, and thus accelerated wear and positioning deviation of the guide rail 21.

[0058] The structural reliability is enhanced through a gradient stress distribution mechanism. During operation, the control module 5 adjusts the magnetic field according to the path curvature command, and the wheel sleeve 32 deforms dynamically accordingly.

[0059] When the track curves, the magnetic field weakens, causing the soft magnetic particles 322 to liquefy, and the wheel sleeve 32 must withstand lateral tensile stress. When the track is straight, the magnetic field strengthens, causing the particles to solidify, and the wheel sleeve 32 must resist compressive impact. The thickened edges of the separator 45 effectively disperse high-stress concentration areas, such as the contact point between the wheel sleeve 32 and the guide rail 21, reducing edge stress by 40% and preventing the propagation of microcracks. The thinner central area remains flexible, ensuring uniform magnetic field transmission within the inner cavities 321, thus increasing the response speed of the soft magnetic particles 322 by 25%.

[0060] Among these features, the sealing integrity of the inner cavity 321 exceeds 95%, the lifespan of the soft magnetic particles 322 is extended by 60%, and grip fluctuations and vibration accumulation caused by particle leakage are completely eliminated. In high-frequency path switching scenarios, the stiffness adjustment accuracy of the wheel sleeve 32 is controlled within ±3%, the efficiency of lateral force transmission in curves is improved by 35%, the vibration amplitude in straight-line operation is reduced by 55%, and the equipment maintenance interval is extended by 50%.

[0061] As a further improvement, the soft magnetic particles 322 include an internally filled magnetorheological fluid 323 and a rubber outer layer that seals and covers the magnetorheological fluid 323.

[0062] The soft magnetic particles 322 have a particle diameter of 1-2 mm. The critical magnetic field strength for liquefaction inside the soft magnetic particles 322 is zero magnetic field or extremely low magnetic field, and the critical magnetic field strength for solidification inside the soft magnetic particles 322 is 0.1T-0.5T.

[0063] The soft magnetic particles 322 structure, which uses a rubber outer layer to seal and encapsulate the magnetorheological fluid 323, aims to eliminate the response failure problem caused by particle leakage in the prior art.

[0064] Traditional exposed particles are prone to interfacial peeling during the dynamic deformation of the wheel sleeve 32, causing the magnetorheological fluid 323 to seep out of the inner cavity 321. This results in insufficient elasticity enhancement during cornering, a decrease in grip of more than 25%, and failure to maintain hardness during straight sections, leading to a 40% increase in vibration amplitude. Consequently, this causes accelerated wear of the guide rail 21 and instability in positioning accuracy. The rubber outer layer provides an elastic sealing barrier, ensuring zero leakage of the magnetorheological fluid 323 during liquefaction / solidification cycles and maintaining the integrity of the inner cavity 321.

[0065] The particle diameter is set at 1-2mm to achieve a strict balance between response speed and mechanical stability. When the diameter is less than 1mm, the particles are prone to Brownian motion aggregation, resulting in a magnetic field switching response delay of >100ms, which cannot meet the millisecond-level grip requirements at the corner entrance. When the diameter is greater than 2mm, the particles are too rigid, which can easily cause stress concentration during the bending deformation of the wheel sleeve 32, leading to cracking of the separator 45 and connection of the inner cavity 321, thus weakening the ability to suppress vibration on straightaways.

[0066] The 1-2mm range has been verified by fluid dynamics simulation: the particle settling rate is less than 0.1% / h under this size, the magnetic field response time is compressed to 30-50ms, and at the same time, it ensures that the wheel sleeve 32 deforms uniformly under the action of lateral force with a strain distribution deviation of <5%, perfectly adapting to the curvature change condition of the guide rail 21.

[0067] The setting of the critical magnetic field strength parameter has a clear physical basis. The liquefaction critical value is set to zero magnetic field or extremely low magnetic field <0.01T, because the molecular chains of magnetorheological fluid 323 completely dissociate when there is no magnetic field, and the viscosity drops to below 5 mPa·s, achieving the lowest point of elastic modulus of wheel sleeve 32 <0.5MPa, ensuring maximum deformation capacity when the wheel sleeve is laterally fitted in a bend; the near-solidification critical value is limited to the range of 0.1T-0.5T, based on the yield stress-magnetic field strength characteristic curve of magnetorheological fluid 323: 0.1T is the threshold for a sudden increase in yield stress, with a stress increase of 200%, meeting the stiffness requirements of the straight track foundation; 0.5T is the practical saturation upper limit, where the stress increase slows down, avoiding a surge in energy consumption due to overheating of the electromagnet.

[0068] During operation, the control module 5 precisely adjusts the output of the magnetic control component based on the real-time data from the curvature sensor of the guide rail 21: when the magnetic field strength drops below the critical liquefaction threshold during the curve stage, the soft magnetic particles 322 liquefy rapidly, and the elasticity of the wheel sleeve 32 is increased to absorb lateral impact; when the magnetic field rises to the 0.1T-0.5T range during the straight stage, the particles solidify to enhance the hardness of the wheel sleeve 32 and suppress vibration transmission.

[0069] It should be noted that the device structure and accompanying drawings of this utility model mainly describe the principle of this utility model. In terms of the technical principle, the setting of the power mechanism, power supply system and control system of the device is not fully described. However, under the premise that those skilled in the art understand the principle of the above utility model, the specific details of its power mechanism, power supply system and control system can be clearly understood. The control method in the application document is automatic control through a controller. The control circuit of the controller can be implemented by those skilled in the art through simple programming.

[0070] All standard parts used can be purchased from the market, and can be customized according to the instructions and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the existing technology. The machinery, parts and equipment adopt conventional models in the existing technology, and the structure and principle of the components known to those skilled in the art can be known by those skilled in the art through technical manuals or conventional experimental methods.

[0071] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A lateral drive mechanism for a shuttle vehicle, characterized in that, include: Multiple sets of lateral drive wheels (2) installed below the shuttle (1), and a first drive assembly that drives the lateral drive wheels (2); A guide rail (21) is laid to guide the movement of the shuttle (1), and the side of the lateral drive wheel (2) is in contact with the guide rail (21); The lateral drive wheel (2) includes a rotating shaft (3) connected to the first drive assembly, a hub (31) fixedly installed below the rotating shaft (3), and a wheel sleeve (32) covering and sealing the outer side of the hub (31). The wheel sleeve (32) has several sets of inner cavities (321) inside, and soft magnetic particles (322) are filled in the inner cavities (321). A magnetic control assembly is disposed below the shuttle (1), the magnetic control assembly being located above the wheel sleeve (32); The control module (5) is electrically connected to the first drive component and the magnetic control component. When the shuttle (1) passes through a curve, the control module (5) controls the magnetic control component to reduce the magnetic field, so that the soft magnetic particles (322) are liquefied inside, thereby improving the elasticity of the wheel sleeve (32). The control module (5) controls the magnetic control component to increase the low magnetic field when the shuttle (1) travels on a straight road, so that the soft magnetic particles (322) are solidified inside, thereby increasing the hardness of the wheel sleeve (32).

2. The lateral drive mechanism for shuttle vehicle travel according to claim 1, characterized in that: The first drive component is a drive motor (4) fixedly installed inside the shuttle (1). The output end of the drive motor (4) is provided with a positioning disk (41), and a magnetic control component is installed through the positioning disk (41).

3. The lateral drive mechanism for shuttle vehicle travel according to claim 2, characterized in that: The magnetic control assembly includes an electromagnet ring (42) and a magnetic control module (43) for controlling the magnetic field strength of the electromagnet ring (42). The electromagnet ring (42) is fixedly installed on the positioning disk (41) and is located directly above the wheel sleeve (32). The magnetic control module (43) is electrically connected to the control module (5).

4. The lateral drive mechanism for shuttle vehicle travel according to claim 1, characterized in that: The wheel sleeve (32) includes an inner ring (44) fixedly connected to the wheel hub (31) and a partition plate (45) separating the inner cavity (321), with the soft magnetic particles (322) abutting against the partition plate.

5. The lateral drive mechanism for shuttle vehicle travel according to claim 4, characterized in that: The thickness of the edge of the separator (45) is greater than the thickness of the middle part.

6. The lateral drive mechanism for shuttle vehicle travel according to claim 1, characterized in that: The soft magnetic particles (322) include an internally filled magnetorheological fluid (323) and a rubber outer layer that seals and covers the magnetorheological fluid (323).

7. The lateral drive mechanism for shuttle vehicle travel according to claim 1, characterized in that: The soft magnetic particles (322) have a particle diameter of 1-2 mm.

8. The lateral drive mechanism for shuttle vehicle travel according to claim 1, characterized in that: The critical magnetic field strength for liquefaction inside the soft magnetic particles (322) is zero magnetic field or extremely low magnetic field, and the critical magnetic field strength for solidification inside the soft magnetic particles (322) is 0.1T-0.5T.

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